WO2020066446A1 - Light-alloy rim for two-wheeled motor vehicle - Google Patents

Light-alloy rim for two-wheeled motor vehicle Download PDF

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Publication number
WO2020066446A1
WO2020066446A1 PCT/JP2019/033753 JP2019033753W WO2020066446A1 WO 2020066446 A1 WO2020066446 A1 WO 2020066446A1 JP 2019033753 W JP2019033753 W JP 2019033753W WO 2020066446 A1 WO2020066446 A1 WO 2020066446A1
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WIPO (PCT)
Prior art keywords
rim
inner diameter
well
bead seat
width direction
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PCT/JP2019/033753
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French (fr)
Japanese (ja)
Inventor
優介 南出
敏寛 山本
知倫 大谷
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大同工業株式会社
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Publication of WO2020066446A1 publication Critical patent/WO2020066446A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B21/00—Rims
    • B60B21/02—Rims characterised by transverse section
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • both the tire beads 9 a and 9 a are in the rim well 5.
  • the remaining tire bead 9a is also mounted on the rim well 5 for a half circumference.
  • the rim 1 has a standard shape conforming to the tire of JATMA (Japan Automobile Tire Association) in a normal motorcycle, but the rim 1 has a bead seat portion 3 and an inner diameter side surface 3a. Since the bead seat portion inner diameter side surface 3a and the well portion inner diameter side surface 5a are connected to each other by a radius surface R1 having a small radius, the bead seat portion inner diameter side surface 3a and the well portion inner diameter side surface 5a are substantially parallel and extend in the width direction. It has an easy structure.
  • the motorcycle rim is one of the unsprung weight parts, and its weight greatly affects the performance of the motorcycle, and the weight reduction leads to the improvement of the effects of other parts such as the suspension.
  • the rim made of a light alloy of Patent Document 1 has an arcuate surface on the inner diameter side surface, and can reduce the adhesion of mud to the inner diameter side surface. Further, although a cavity is formed on the inner diameter side of the bead seat portion to reduce the weight, a mold having a complicated shape having the cavity is required, and the production of the rim is complicated and the cost is increased.
  • the rim made of a light alloy of Patent Document 2 is formed by reinforcing the entire rim by forming a thin basic shape and forming a bulging portion on an outer surface portion which is an easily deformable portion.
  • the bulging portion formed on the outer surface of the connecting portion between the bead seat portion and the well portion (rim base portion) has a groove formed between the bulging portion and the outer surface of the well portion, and when the mud adheres to the groove, the mud is removed. Difficult and firm mud increases the weight of the rim and disrupts the rotational balance of the rim.
  • a plurality of bulges are formed on the outer surface of the rim over the entire circumference, making the rim appearance odd and complicating polishing in the rim processing step.
  • the present invention provides a rim made of a light alloy for a two-wheeled vehicle, which can be relatively easily manufactured in a simple shape, secures the rigidity of the rim, reduces the weight, and reduces mud sticking to the inner side surface.
  • the purpose is to provide.
  • the step portion (16) has a first radius surface (R2) connected to the bead seat portion (13) and a second radius surface (R3) connected to the well portion (15),
  • the well portion (15) has an arc surface having a predetermined radius (R4)
  • the inner diameter side surface (15a) of the well portion is formed of a curved surface
  • the inner diameter side surface (17) of the bead seat portion includes a smooth curved surface (R5) connecting the inner diameter side corner portion (19) on the width direction outside of the flange portion and the inner diameter side surface (15a) of the well portion,
  • the curved surface has a tangent (j) inclined in the radial direction toward the center in the width direction over its entire length.
  • the step portion (16) has a first radius surface (R2) connected to the bead seat portion (13) and a second radius surface (R3) connected to the well portion (15),
  • the well portion (15) has an arc surface having a predetermined radius (R4),
  • the inner diameter side surface (15a) of the well portion is formed of a curved surface,
  • An inner diameter side surface (17 ') of the bead seat portion includes a straight surface (S) connecting the inner diameter side corner (19) of the flange portion on the outer side in the width direction and the inner diameter side surface of the well portion. , Which are inclined in the inner diameter direction toward the center in the width direction over the entire length.
  • the curved surface of the inner diameter side surface of the bead seat portion is located at a center (O4) outside a vertical line (P) from the widthwise inner end (h) of the inner diameter side corner portion (19), and the well portion (15). ) Of the arc surface having a radius (R6) smaller than the predetermined radius (R4).
  • the bead seat portion and the well portion are each formed of a stepped portion having the two radius surfaces extending substantially in the radial direction, and the tangential line of the bead seat portion has a tangential line toward the center in the width direction.
  • the rim has high rigidity against the load acting on the flange and bead seat from the tire, and together with these, the rigidity of the rim is high and the weight can be reduced as a thin-walled structure. it can.
  • the inner side surface of the bead seat portion is inclined outward in the width direction, even if mud adheres to the inner side surface of the rim, the mud is scattered outward by centrifugal force, and the mud is Reduction in rim performance due to adhesion can be reduced.
  • the flange portion has a rising angle ⁇ 2 of a large angle (close to a right angle) of 0 to 10 degrees, and in combination with the improvement of the rigidity and the weight reduction of the rim described above, it is possible to reduce the possibility of the flange portion being opened and deformed. In addition, it is possible to reduce the weight by thinning and to reduce the height of the flange portion.
  • FIG. 4 is a cross-sectional view of a light alloy rim for a motorcycle according to the related art.
  • the light alloy rim 11 for a two-wheeled vehicle is formed from a solid aluminum alloy mold, and has flange portions 12 erected on both sides and a substantially flat width inward from the base of the flange portion.
  • the rim has a bead seat portion 13 extending in the horizontal direction and a well portion 15 recessed in the rim inner diameter direction in a middle portion of the rim in the width direction.
  • the well portion 15 refers to a surface on the tire side.
  • a number of spokes are stretched with nipples between the well portion 15 and a hub (not shown), a tire is mounted on the bead seat portion 13, and a motocross or the like is mounted.
  • the wire spoke wheel of the competitive motorcycle is formed. Further, the rim 11 is mounted on the tire in the same procedure as that shown in FIG.
  • the arc surface R6 connects the width direction inner end h of the inner diameter side corner portion 19 formed of the radius surface R7 on the outer surface of the flange portion 12 and the width direction outer end i of the arc surface R5 of the well portion inner diameter side surface 15a. All the tangents j of the entire length of the arc surface R6 are inclined surfaces inclined in the rim inner diameter direction toward the center in the width direction.
  • the step 16 has the two round surfaces R2 and R3, the rising angle at the step is large, the rigidity of the flange is increased, and the maximum principal stress is reduced.
  • the arc surface of the well 15 is also increased, and the concentration of stress generated at the bottom of the well is reduced.
  • the maximum stress value decreases, the deformation amount also decreases, the rigidity of the flange portion 12 increases, and the rim can be reduced in weight.
  • the ratio (p / q) of the thickness p at the top of the first round surface R2 of the step portion 16 to the thickness q at the concave portion of the second round surface R3 is in the range of 1.2 to 2.0. Is set to Thus, it is possible to reduce the weight of the rim as much as possible while maintaining the rigidity of the rim at a predetermined value.
  • the flange portion 12 has a width-direction inner surface 12a in contact with the outer surface of the tire bead, and a vertical surface rising at right angles to the bead seat portion 13.
  • the width-direction outer surface 12b is substantially the same as the inner surface 12a. Stand up in parallel.
  • the opening angle ⁇ 2 of the outer surface with respect to the inner surface 12a of the flange portion 12 is 0 to 5 degrees, the flange portion 12 rises substantially vertically with a substantially constant thickness m, is relatively thin, and is high with respect to the load. Has strength.
  • the opening angle ⁇ 2 is in the range of 0 to 10 degrees, the rigidity of the rim 11 is maintained.
  • the height G of the flange portion 12 is not affected by the open deformation as shown by the chain line in FIG. High stress (drag). Thereby, the small opening angle ⁇ 2 (0 to 10 °) of the flange portion 12, the gradually increasing thickness k by the inner side surface 17 of the bead seat portion, the smooth well portion 15 having a large radius, and the like are combined to form the flange portion 12. Height G can be made lower than before.
  • the flange portion height dimension G is changed from 12 [mm] in the conventional rim to 10.0 [mm] or 10.5 [mm].
  • the conventional rim can be changed from 14 [mm] to 12.0 [mm] or 12.5 [mm].
  • the well portion 15 has a step portion 16 but has a smooth (large radius) arc surface R4, and the depth H from the bead seat portion 13 to the bottom surface of the well portion 15 is smaller than that of the conventional rim 1. ing.
  • the conventional rim 1 has a depth of 8.0 [mm]
  • the rim 11 has a depth of 7.0 [mm] or
  • the nominal rim width is 6.5 [mm] and the nominal rim width is 1.85, 2.15 and 2.50 [inch]
  • the conventional rim 1 is 9 [mm]
  • the present rim 11 is It can be 7.5 [mm] or 8.0 [mm].
  • the dimensional ratio G / H of the height G to the depth H becomes smaller than that of the conventional rim 1. It is approximately equivalent to 1.5 to 1.6, so that the tire bead 9a can easily go over the flange portion over the entire circumference in step 3 described above with reference to FIG. Can be.
  • the height G of the flange portion 12 may be the same as that of the conventional rim 1.
  • the depth H of the well portion 15 is formed of a smooth circular arc surface R4 and remains shallow, the dimensional ratio G / H between the flange height G and the depth H is 1.6 to 2.5. Range.
  • the depth H of the well portion 15 is small, so that the tire bead 9a moves away from the center O1 of the rim.
  • the rim 11 has a step portion 16 having a drop d immediately after the widthwise inner end e of the bead seat portion 13, and the tire bead 9a received by the well portion 15 at the point A in FIG. Is located near the drop d of the step portion 16 where the depth becomes steep, and while the tire 9 is largely tilted, the tire bead 9a is passed over the flange portion 12 near the step portion, and both tire beads 9a, 9a are in the well portion 15. Accepted to. As described above, even if the ratio G / H is a relatively large value of 1.5 to 2.5, the tire can be mounted on the rim 11.
  • the rim 11 is formed by cutting a solid aluminum alloy material having a predetermined shape, which has been drawn or extruded, into a predetermined length, formed into a circular shape by bending, and joined by welding or the like. Then, the surface of the rim 11 including the weld joint surface is polished and finished. In the finishing step, the inner diameter side surfaces 15a and 17 of the rim 11 are formed of the smooth circular arc surfaces R5 and R6, so that the rim 11 can be easily and reliably polished, and the high quality light alloy rim 11 can be obtained. As described above, the present rim 11 can be relatively easily manufactured at low cost by using a solid mold.
  • the rim 11 has a rising angle ⁇ 2 of the flange portion 12, a gradually increasing wall thickness k formed by the smooth arc surface R6 of the bead seat inner diameter side surface 17, and a well portion 15 formed by the smooth arc surfaces R4 and R5. And the well portion inner diameter side surface 15a, while maintaining the same strength and rigidity as or more than that of the conventional rim 1, and making the shape and rigidity of the shallow well portion 15 and the flange portion 12 thinner, thereby relatively reducing the thickness.
  • a large amount (for example, 50 g) can be reduced in weight. Further, when the height G of the flange portion 12 is reduced, further weight reduction can be achieved.
  • FIG. 2 shows a partially modified embodiment.
  • the inner side surface of the bead seat portion is changed, and the same portions as those in the previous embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the inner diameter side surface 17 ′ of the bead seat portion 13 has a straight surface S.
  • the straight surface S connects the end h of the round surface R7 of the outer surface inner diameter side corner 19 of the flange portion 12 and the end surface i of the arc surface R5 of the well inner diameter side surface 15a, and faces the center in the width direction over the entire length. And a predetermined gradient a inclined toward the inner diameter side.
  • the light alloy rims 11 and 11 ' are applied to a front wheel or a rear wheel of a motorcycle for competition such as a motocross motorcycle.
  • the rim 11 constitutes a part of the unsprung weight, and the reduction in the unsprung weight has an effect of 4 to 15 times as much as the reduction in the weight of the vehicle body. Even if it is lightweight, it has a great effect on a racing motorcycle.
  • the performance of the suspension also improves, and the performance such as road following and riding comfort also improves.
  • mud may adhere to the inner side surfaces of the rims 11 and 11 'and may be firmly attached by centrifugal force.
  • the bead seat portion inner diameter side surfaces 17 and 17' are inclined in the outer diameter direction toward the outside over the entire length. , 17 'are scattered outwardly without clinging.
  • the mud sticks to the inner side surface of the bead seat portion, and it is possible to reduce an increase in weight due to the mud and a decrease in rim performance due to an uneven load.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

A step section (16) having two rounded surfaces (R2, R3) and having a difference (d) in level is provided between a bead seat section (13) and a well section (15). The inner diameter-side surface (17) of the bead seat section is formed as a circular arc surface (R6) or a straight surface and is sloped along the entire length thereof in an inner diameter direction toward the center in a width direction.

Description

二輪自動車用軽合金製リムLight alloy rim for motorcycles
　本発明は、二輪自動車用軽合金製リムに係り、特にモトクロス等の未舗装を走行するオートバイに適用して好適であり、詳しくはワイヤスポークホイールに用いられる軽合金製リムに関する。 The present invention relates to a light alloy rim for a two-wheeled vehicle, and more particularly to a light alloy rim suitable for application to a motorcycle running on unpaved road such as motocross, and more particularly to a light alloy rim used for a wire spoke wheel.
　一般に、二輪自動車用の軽合金製リム１は、図３に示すように、両側に起立したフランジ部２，２と、該フランジ部２の根元から幅方向内側へ略平坦（水平）に延びるビードシート部３，３と、幅方向中央部において内径方向に凹んだウェル部５とからなる。上記ビードシート部３，３の内径（ハブ）側は、該ビードシート部と平行な略平坦面からなり、また上記ウェル部５の内径（ハブ）側も、該ウェル部と平行な円弧面からなり、上記ビードシート部内径側面３ａとウェル部内径側面５ａとは、半径の小さなアール面Ｒ１にて接続されている。 Generally, as shown in FIG. 3, a light alloy rim 1 for a two-wheeled vehicle has flanges 2 and 2 standing on both sides and a bead extending substantially flat (horizontally) inward in the width direction from the base of the flange 2. It is composed of sheet portions 3 and 3 and a well portion 5 which is recessed in the radial direction at the center in the width direction. The inner diameter (hub) side of the bead seat portions 3 and 3 is formed of a substantially flat surface parallel to the bead seat portion, and the inner diameter (hub) side of the well portion 5 is also formed of an arc surface parallel to the well portion. The bead seat portion inner diameter side surface 3a and the well portion inner diameter side surface 5a are connected by a radius R1 having a small radius.
　上記リム１は、ウェル部５に形成された孔５ｂにニップル６が嵌入されて、車軸ハブとの間にワイヤスポーク７が張設され、また上記ビードシート部３，３にタイヤ９が装着されて、ワイヤスポークホイール１０が構成される。 In the rim 1, a nipple 6 is fitted into a hole 5b formed in the well portion 5, a wire spoke 7 is stretched between the rim 1 and the axle hub, and a tire 9 is mounted on the bead seat portions 3, 3. Thus, the wire spoke wheel 10 is configured.
　上記リム１へのタイヤ９の装着は、図４に示す手順に沿って行われる。まず、手順１及び２に示すように、タイヤ９の一方のタイヤビード９ａをリム１のフランジ部２の一方から乗越えて、一方のタイヤビード９ａの全周をウェル部５に受入れる。そして、手順３に示すように、タイヤ９の内周面１箇所（Ａ地点）でタイヤ９の両ビード９ａ，９ａをリム１のウェル部５に受入れる。この状態では、該タイヤビード９ａのリムウェル部５への受入れは、まずリム１の所定１箇所（Ａ地点）であり、他の部分（Ｂ地点）では、タイヤビード９ａ一方のみがウェル部５に位置し、他方のビード９ａはリム２の外方にある。そして、タイヤチェンジャーを回して、タイヤビードの他方９ａの受入れ角度を順次増大して手順４に示すように、両タイヤビード９ａ，９ａの全周をリムウェル部５に受入れる。この際、タイヤ９の内周面は、略一杯に広げられた状態となり、Ｂ地点では一般にぎりぎりでタイヤビード９ａがリムフランジ部２を乗越える。 タ イ ヤ The mounting of the tire 9 on the rim 1 is performed according to the procedure shown in FIG. First, as shown in Procedures 1 and 2, one tire bead 9a of the tire 9 crosses over one of the flange portions 2 of the rim 1 and the entire circumference of the one tire bead 9a is received in the well portion 5. Then, as shown in Procedure 3, both beads 9a, 9a of the tire 9 are received in the well portion 5 of the rim 1 at one location (point A) on the inner peripheral surface of the tire 9. In this state, the tire bead 9a is first received into the rim well 5 at one predetermined location (point A) of the rim 1, and at the other portion (point B), only one of the tire beads 9a enters the well 5. The other bead 9a is located outside the rim 2. Then, by turning the tire changer, the receiving angle of the other tire bead 9a is sequentially increased, and the entire circumference of both tire beads 9a, 9a is received in the rim well portion 5 as shown in Procedure 4. At this time, the inner peripheral surface of the tire 9 is in a state in which it is almost fully widened, and the tire bead 9a generally climbs over the rim flange portion 2 at the point B almost barely.
　タイヤ９の半周分がリムのウェル部５に受入れられると、タイヤ９がリム１に装着が可能なことが確認され、手順４に示すように、タイヤビード９ａ，９ａの両方がリムウェル部５に装着されると共に、残りのタイヤビード９ａの半周分もリムウェル部５に装着される。そして、タイヤ９の全周がリムウェル部５に落込んだ状態で、タイヤ９内に空気を入れることにより、手順５に示すように、タイヤ９の両ビード９ａ，９ａがリム１のビードシート部３，３に乗り上げて、タイヤ外側面がフランジ部２の内側面に密着して、タイヤ９のリム１への装着が完了する。 When half the circumference of the tire 9 is received in the rim well 5, it is confirmed that the tire 9 can be mounted on the rim 1, and as shown in step 4, both the tire beads 9 a and 9 a are in the rim well 5. At the same time, the remaining tire bead 9a is also mounted on the rim well 5 for a half circumference. Then, by injecting air into the tire 9 in a state where the entire circumference of the tire 9 has fallen into the rim well portion 5, both beads 9a, 9a of the tire 9 are connected to the bead seat portion of the rim 1 as shown in Procedure 5. After riding on 3, 3, the outer surface of the tire comes into close contact with the inner surface of the flange portion 2, and the mounting of the tire 9 on the rim 1 is completed.
　上述した軽合金製のリム１は、図５に示すように、例えばオートバイ（二輪自動車）がジャンプして着地する際に、タイヤからリム１、特にフランジ部２，２に大きな荷重が作用する。上記リム１は、通常のオートバイにあっては、ＪＡＴＭＡ（一般社団法人日本自動車タイヤ協会）のタイヤに合った規格の形状からなるが、該リム１は、ビードシート部３とその内径側面３ａが略平坦面で略平行に幅方向に延びており、かつ該ビードシート部内径側面３ａとウェル部内径側面５ａとが半径の小さなアール面Ｒ１で接続しているため、曲げ応力に対して変形し易い構造からなる。また、上記従来のリム１は、フランジ部２が内側（タイヤビード側）の垂直面に対して外側面が所定角度θ１（１３～１７度）で開いており、上記フランジ部２，２の頂部に作用する荷重により、変形し易い構造になっている。このため、上記従来のリム１の該フランジ部２，２は、図５に鎖線で示すように、幅方向外側に向けて変形し易い。 As shown in FIG. 5, when the motorcycle (two-wheeled vehicle) jumps and lands, for example, a large load acts on the rim 1, particularly the flange portions 2, 2 from the tire, as shown in FIG. The rim 1 has a standard shape conforming to the tire of JATMA (Japan Automobile Tire Association) in a normal motorcycle, but the rim 1 has a bead seat portion 3 and an inner diameter side surface 3a. Since the bead seat portion inner diameter side surface 3a and the well portion inner diameter side surface 5a are connected to each other by a radius surface R1 having a small radius, the bead seat portion inner diameter side surface 3a and the well portion inner diameter side surface 5a are substantially parallel and extend in the width direction. It has an easy structure. Also, in the conventional rim 1, the outer surface of the flange portion 2 is open at a predetermined angle θ1 (13 to 17 degrees) with respect to the vertical surface on the inner side (tire bead side). Has a structure that is easily deformed by the load acting on the. For this reason, the flanges 2 and 2 of the conventional rim 1 are easily deformed outward in the width direction as shown by a chain line in FIG.
　このため、上記リム１は、強度及び剛性を所定値に保つため、比較的肉厚構造となり、またウェル部５の深さＨも比較的深い構造からなり、重量増大の原因となっている。 Therefore, the rim 1 has a relatively thick structure in order to maintain strength and rigidity at predetermined values, and the depth H of the well portion 5 has a relatively deep structure, which causes an increase in weight.
　また、上記リム１は、フランジ部２の外方向変形によるタイヤ脱落に対する安全性を確保するため、フランジ部２の高さＧは、例えばリム幅の呼び１．６０［ｉｎｃｈ］では１２［ｍｍ］、１．８５［ｉｎｃｈ］、２．１５［ｉｎｃｈ］及び２．５０［ｉｎｃｈ］では１４［ｍｍ］になっている。該フランジ部２の高さに応じて、前述したタイヤのリムへの装着に際して、図４の手順３に示すように、Ｂ地点でタイヤビード９ａが該フランジ部を乗越えるには、ウェル部５の深さＨが所定値、例えばリム幅の呼び１．６０［ｉｎｃｈ］では８［ｍｍ］、１．８５［ｉｎｃｈ］、２．１５［ｉｎｃｈ］及び２．５０［ｉｎｃｈ］では９［ｍｍ］に設定されている。即ち、リム１のフランジ部２の高さＧが高いと、ウェル部の深さＨが大きくなり、その比Ｇ／Ｈは、約１．５～１．６になっている。上記従来のリム１は、フランジ部２の高さＧが高くかつウェル部５の深さＨが深くなるため、その分重量が重くなる傾向にある。 The rim 1 has a height G of, for example, 12 [mm] at a nominal rim width of 1.60 [inch] in order to ensure safety against falling off of the tire due to outward deformation of the flange portion 2. In the case of 1.85 [inch], 2.15 [inch] and 2.50 [inch], it is 14 [mm]. When the tire is mounted on the rim according to the height of the flange 2, as shown in step 3 of FIG. Is a predetermined value, for example, 9 [mm] for nominal rim width of 1.60 [inch], 8 [mm], 1.85 [inch], 2.15 [inch], and 2.50 [inch]. Is set to That is, when the height G of the flange portion 2 of the rim 1 is high, the depth H of the well portion is large, and the ratio G / H is about 1.5 to 1.6. In the conventional rim 1 described above, the height G of the flange portion 2 is high and the depth H of the well portion 5 is large, so that the weight tends to be heavier.
　また、図３に示すように、未舗装を走行するオフロード用バイク、特にモトクロス等の競技用バイクでは、泥土ｂがリム１のビードシート部内径側面３ａ及び小アール面Ｒ１にへばり付き、リム１の重量を増加すると共に、ホイールバランスを悪化し、二輪自動車用、特に競技用オートバイのリムとしての性能を損ねてしまう。 Further, as shown in FIG. 3, in off-road motorcycles running on unpaved roads, particularly in racing motorcycles such as motocross, mud b sticks to the bead seat inner diameter side surface 3 a of the rim 1 and the small round surface R 1, The weight of the rim 1 is increased, the wheel balance is deteriorated, and the performance of the rim for a two-wheeled vehicle, particularly a racing motorcycle is impaired.
　従来、特許文献１に示すように、ビードシート部の内径側に空洞を形成し、半径方向断面におけるフランジ部、ビードシート部及びウェル部の反対側であるリム内径側面が、同じ半径からなる連続する略々円弧面にて形成される、二輪自動車用軽合金製リムが案出されている。 Conventionally, as shown in Patent Document 1, a cavity is formed on the inner diameter side of a bead seat portion, and a flange portion in a radial cross section, a rim inner diameter side surface opposite to the bead seat portion and the well portion have a continuous radius of the same radius. A light alloy rim for a two-wheeled vehicle, which is formed by a substantially circular arc surface, has been devised.
　また、特許文献２に示すように、大略等しい肉厚で形成される基礎形成を有する軽合金製リムにあって、両フランジ部（側リング）中央部外面及びビードシート部とウェル部（リムベース部）との連結部外面に円弧状の膨出部を形成した軽合金製リムが案出されている。 Further, as shown in Patent Literature 2, in a light alloy rim having a foundation formed with substantially the same thickness, an outer surface of a central portion of both flange portions (side rings), a bead seat portion and a well portion (a rim base portion) ), A light alloy rim in which an arc-shaped bulge is formed on the outer surface of the connecting portion with the rim is proposed.
特許第３５７１４２７号公報Japanese Patent No. 3571427 特開２００６－３０６１２３号公報JP 2006-306123 A
　二輪自動車用リムは、ばね下重量部品の１つであり、その重量は、二輪自動車の性能に大きく影響し、また軽量化により、サスペンション等の他の部品の効果向上にも繋がる。特許文献１の軽合金製リムは、内径側面を円弧面からなり、該内径側面に泥土が付着するのを低減できる。また、ビードシート部の内径側に空洞を形成して、軽量化を図っているが、該空洞を有する複雑な形状の型材を必要とし、リムの製造が面倒であると共にコスト高となる。 (4) The motorcycle rim is one of the unsprung weight parts, and its weight greatly affects the performance of the motorcycle, and the weight reduction leads to the improvement of the effects of other parts such as the suspension. The rim made of a light alloy of Patent Document 1 has an arcuate surface on the inner diameter side surface, and can reduce the adhesion of mud to the inner diameter side surface. Further, although a cavity is formed on the inner diameter side of the bead seat portion to reduce the weight, a mold having a complicated shape having the cavity is required, and the production of the rim is complicated and the cost is increased.
　また、特許文献２の軽合金製リムは、リム全体を薄肉の基礎形状とし、変形し易い箇所である外面部分に膨出部を形成して補強したものであるが、軽量化を図れるとしても、ビードシート部とウェル部（リムベース部）との連結部外面に形成した膨出部は、ウェル部外側面との間に溝が形成され、該溝に泥土が付着すると、該泥土を取除き難く、強固に張付いた泥土がリム重量を増大すると共にリムの回転バランスを崩す。また、リム外側面に複数の膨出部が全周に亘って形成され、リム外観を奇異にすると共にリムの加工工程での研磨が面倒になる。 Further, the rim made of a light alloy of Patent Document 2 is formed by reinforcing the entire rim by forming a thin basic shape and forming a bulging portion on an outer surface portion which is an easily deformable portion. The bulging portion formed on the outer surface of the connecting portion between the bead seat portion and the well portion (rim base portion) has a groove formed between the bulging portion and the outer surface of the well portion, and when the mud adheres to the groove, the mud is removed. Difficult and firm mud increases the weight of the rim and disrupts the rotational balance of the rim. Also, a plurality of bulges are formed on the outer surface of the rim over the entire circumference, making the rim appearance odd and complicating polishing in the rim processing step.
　そこで、本発明は、単純な形状で比較的容易に製造でき、かつリムの剛性を確保して、軽量化を図り、かつ内径側面に泥土が張付くことを低減した二輪自動車用軽合金製リムを提供することを目的とするものである。 Therefore, the present invention provides a rim made of a light alloy for a two-wheeled vehicle, which can be relatively easily manufactured in a simple shape, secures the rigidity of the rim, reduces the weight, and reduces mud sticking to the inner side surface. The purpose is to provide.
　例えば図１を参照して、本発明の一態様は、中実の型材にて形成され、両側に起立したフランジ部（１２，１２）、該フランジ部の基部から幅方向内側へ略平坦に延びるビードシート部（１３，１３）及び幅方向中部分においてリムの内径方向に凹んだウェル部（１５）を有する二輪自動車用軽合金製リム（１１）において、
　前記ビードシート部（１３）と前記ウェル部（１５）との間に、前記ビードシート部の幅方向内側端（ｅ）と前記ウェル部の幅方向外側端（ｆ）との間に段差部（１６）を設け、
　前記段差部（１６）は、前記ビードシート部（１３）に接続する第１のアール面（Ｒ２）と、前記ウェル部（１５）に接続する第２のアール面（Ｒ３）とを有し、
　前記ウェル部（１５）は、所定半径（Ｒ４）の円弧面からなり、
　前記ウェル部の内径側面（１５ａ）は、湾曲面からなり、
　前記ビードシート部の内径側面（１７）は、前記フランジ部の幅方向外側の内径側隅部（１９）と前記ウェル部内径側面（１５ａ）とを連結する滑らかな湾曲面（Ｒ５）からなり、該湾曲面は、その全長において接線（ｊ）が幅方向中央側に向って内径方向に傾斜してなる、
　二輪自動車用軽合金製リムにある。 For example, with reference to FIG. 1, one embodiment of the present invention is formed of a solid shape member, and has flange portions (12, 12) erected on both sides, and extends substantially flat inward in the width direction from a base portion of the flange portion. In a rim (11) made of a light alloy for a two-wheeled vehicle having a bead seat portion (13, 13) and a well portion (15) recessed in the inner diameter direction of the rim at a middle portion in the width direction,
A stepped portion (e) between the bead seat portion (13) and the well portion (15) and between a width-direction inner end (e) of the bead seat portion and a width-direction outer end (f) of the well portion. 16) is provided,
The step portion (16) has a first radius surface (R2) connected to the bead seat portion (13) and a second radius surface (R3) connected to the well portion (15),
The well portion (15) has an arc surface having a predetermined radius (R4),
The inner diameter side surface (15a) of the well portion is formed of a curved surface,
The inner diameter side surface (17) of the bead seat portion includes a smooth curved surface (R5) connecting the inner diameter side corner portion (19) on the width direction outside of the flange portion and the inner diameter side surface (15a) of the well portion, The curved surface has a tangent (j) inclined in the radial direction toward the center in the width direction over its entire length.
Located on light alloy rims for motorcycles.
　例えば図２を参照して、本発明の一態様は、中実の型材にて形成され、両側に起立したフランジ部（１２，１２）、該フランジ部の基部から幅方向内側へ略平坦に延びるビードシート部（１３，１３）及び幅方向中部分においてリムの内径方向に凹んだウェル部（１５）を有する二輪自動車用軽合金製リム（１１’）において、
　前記ビードシート部（１３）と前記ウェル部（１５）との間に、前記ビードシート部の幅方向内側端（ｅ）と前記ウェル部の幅方向外側端（ｆ）との間に段差部（１６）を設け、
　前記段差部（１６）は、前記ビードシート部（１３）に接続する第１のアール面（Ｒ２）と、前記ウェル部（１５）に接続する第２のアール面（Ｒ３）とを有し、
　前記ウェル部（１５）は、所定半径（Ｒ４）の円弧面からなり、
　前記ウェル部の内径側面（１５ａ）は、湾曲面からなり、
　前記ビードシート部の内径側面（１７’）は、前記フランジ部の幅方向外側の内径側隅部（１９）と前記ウェル部内径側面とを連結する直線面（Ｓ）からなり、該直線面は、その全長において幅方向中央側に向って内径方向に傾斜してなる。 For example, referring to FIG. 2, one embodiment of the present invention is formed of a solid shape member, and has flange portions (12, 12) erected on both sides and extends substantially inward in the width direction from a base portion of the flange portion. In a light alloy rim (11 ') for a two-wheeled motor vehicle having a bead seat portion (13, 13) and a well portion (15) recessed in the inner diameter direction of the rim at a middle portion in the width direction,
A stepped portion (e) between the bead seat portion (13) and the well portion (15) and between a width-direction inner end (e) of the bead seat portion and a width-direction outer end (f) of the well portion. 16) is provided,
The step portion (16) has a first radius surface (R2) connected to the bead seat portion (13) and a second radius surface (R3) connected to the well portion (15),
The well portion (15) has an arc surface having a predetermined radius (R4),
The inner diameter side surface (15a) of the well portion is formed of a curved surface,
An inner diameter side surface (17 ') of the bead seat portion includes a straight surface (S) connecting the inner diameter side corner (19) of the flange portion on the outer side in the width direction and the inner diameter side surface of the well portion. , Which are inclined in the inner diameter direction toward the center in the width direction over the entire length.
　前記ビードシート部内径側面の湾曲面は、前記内径側隅部（１９）の幅方向内側端（ｈ）からの垂直線（Ｐ）より外側に中心（Ｏ４）を位置し、前記ウェル部（１５）の円弧面の所定半径（Ｒ４）より小さい半径（Ｒ６）の円弧面からなる。 The curved surface of the inner diameter side surface of the bead seat portion is located at a center (O4) outside a vertical line (P) from the widthwise inner end (h) of the inner diameter side corner portion (19), and the well portion (15). ) Of the arc surface having a radius (R6) smaller than the predetermined radius (R4).
　前記段差部（１６）の前記第１のアール面（Ｒ２）頂部での肉厚（ｐ）と前記第２のアール面（Ｒ３）凹部での肉厚（ｑ）との比（ｐ／ｑ）が、１．２～２．０である。 Ratio (p / q) of the thickness (p) of the step (16) at the top of the first radius surface (R2) to the thickness (q) of the recess at the second radius surface (R3). Is 1.2 to 2.0.
　前記フランジ部（１２）は、その幅方向外側面（１２ｂ）が、垂直面からなる幅方向内側面（１２ａ）に対してθ２（０～１０度）で起立してなる。 The flange portion (12) has its widthwise outer surface (12b) standing upright at θ2 (0 to 10 degrees) with respect to the widthwise inner surface (12a), which is a vertical surface.
　前記フランジ部（１２）の前記ビードシート部（１３）からの高さをＧ、前記ウェル部（１５）の前記ビードシート部（１３）からの深さをＨとし、
　前記フランジ部高さＧに対する前記ウェル部深さＨの寸法比Ｇ／Ｈが、１．６～２．５である。 G is the height of the flange portion (12) from the bead seat portion (13), and H is the depth of the well portion (15) from the bead seat portion (13).
The dimension ratio G / H of the well portion depth H to the flange portion height G is 1.6 to 2.5.
　なお、上記カッコ内の符号は、図面と対照するためのものであるが、これにより特許請求の範囲の記載に何等影響を及ぼすものではない。 The symbols in the parentheses are for comparison with the drawings, but do not affect the description of the claims.
　本発明の一態様によると、軽合金製リムは、中実の型材から形成され、かつ内径側面及び外側面に突起、膨出部がなく、製造が容易で、比較的低コストでリムを作ることができる。ビードシート部とウェル部との間に、段差部を設け、該段差部は、２個のアール面を有し、径方向の立上り角が大きくなる。これにより、フランジ部の剛性、特に径剛性が高くなり、最大主応力も低下する。また、ウェル部は、上記段差部により半径の大きい円弧面からなり、ウェル部底辺に発生する応力集中は緩和される。そして、ビードシート部とウェル部との間が、略径方向に延びる上記２個のアール面を有する段差部からなり、かつビードシート部内径側面は、接線が幅方向中央側に向って内径方向に傾斜する湾曲面からなるので、タイヤからフランジ部及びビードシート部に作用する荷重に対する剛性が高く、これらが相俟って、リムの剛性が高く、その分薄肉構造として軽量化を図ることができる。また、ビードシート部内径側面は、幅方向外側に向って外径方向に傾斜しているので、リムの内径側面に泥土が付着しても、該泥土は、遠心力により外側に飛散され、泥土付着によるリム性能の低下を低減できる。 According to one aspect of the invention, a light alloy rim is formed from a solid profile and has no protrusions or bulges on the inner and outer sides, making the rim easy to manufacture and relatively inexpensive. be able to. A step portion is provided between the bead sheet portion and the well portion, and the step portion has two round surfaces, and the rising angle in the radial direction increases. As a result, the rigidity of the flange portion, particularly the radial rigidity, increases, and the maximum principal stress also decreases. In addition, the well portion is formed of an arc surface having a large radius due to the step portion, and stress concentration occurring at the bottom of the well portion is reduced. The bead seat portion and the well portion are each formed of a stepped portion having the two radius surfaces extending substantially in the radial direction, and the tangential line of the bead seat portion has a tangential line toward the center in the width direction. The rim has high rigidity against the load acting on the flange and bead seat from the tire, and together with these, the rigidity of the rim is high and the weight can be reduced as a thin-walled structure. it can. Also, since the inner side surface of the bead seat portion is inclined outward in the width direction, even if mud adheres to the inner side surface of the rim, the mud is scattered outward by centrifugal force, and the mud is Reduction in rim performance due to adhesion can be reduced.
　ビードシート部の内径側面が、幅方向中央側に向って内径方向に傾斜する直線であっても、上述同様に、リムの剛性を向上して、軽量化を図ることができ、かつリムの内径側面に泥土が付着することを低減できる。 Even if the inner diameter side surface of the bead seat portion is a straight line inclined in the inner diameter direction toward the center in the width direction, the rigidity of the rim can be improved, the weight can be reduced, and the inner diameter of the rim can be improved. Adhesion of mud to the side surface can be reduced.
　ビードシート部の内径側面を、内径側隅部の幅方向内側端からの垂直線より外側に中心を位置し、ウェル部の円弧面の所定半径より小さい半径の円弧面とすると、ビードシート部及び段差部と該円弧面からなるビードシート部内径側面との間の肉厚を薄くして、リムの軽量化を図ることができる。 When the inner diameter side surface of the bead seat portion is located outside the vertical line from the widthwise inner end of the inner diameter side corner portion and has an arc surface having a radius smaller than a predetermined radius of the arc surface of the well portion, the bead sheet portion and By reducing the thickness between the step portion and the inner side surface of the bead seat portion formed of the arc surface, the rim can be reduced in weight.
　前記段差部の第１のアール面頂部の肉厚に対する第２のアール面凹部での肉厚の比が１．２～２．０であると、リムの剛性を保ちつつ、軽量化を図ることができる。 When the ratio of the thickness of the step portion to the thickness of the first round surface concave portion to the thickness of the first round surface concave portion is 1.2 to 2.0, weight reduction is achieved while maintaining the rigidity of the rim. Can be.
　フランジ部は、立上り角度θ２が０～１０度の大きい（直角に近い）角度からなり、上述したリムの剛性の向上及び軽量化と相俟って、フランジ部が開き変形することを低減して、薄肉による軽量化を図ると共に、フランジ部高さを低くすることが可能となる。 The flange portion has a rising angle θ2 of a large angle (close to a right angle) of 0 to 10 degrees, and in combination with the improvement of the rigidity and the weight reduction of the rim described above, it is possible to reduce the possibility of the flange portion being opened and deformed. In addition, it is possible to reduce the weight by thinning and to reduce the height of the flange portion.
　フランジ部高さＧに対するウェル部深さＨの寸法比Ｇ／Ｈが、１．６～２．５であると、ウェル部深さを浅くして軽量化を図ることができ、かつ上記段差によるウェル部の急深構造により、タイヤのリムへの装着も可能となる。 When the dimensional ratio G / H of the well portion depth H to the flange portion height G is 1.6 to 2.5, the well portion depth can be made shallow to reduce the weight, and the above-mentioned step can be used. The steep structure of the well allows the tire to be mounted on the rim.
　本発明のその他の特徴及び利点は、添付図面を参照とした以下の説明により明らかになるであろう。なお、添付図面においては、同じ若しくは同様の構成には、同じ参照番号を付す。 Other features and advantages of the present invention will become apparent from the following description with reference to the accompanying drawings. In the accompanying drawings, the same or similar components are denoted by the same reference numerals.
本発明の一実施の形態による二輪自動車用軽合金製リムを示す断面図。BRIEF DESCRIPTION OF THE DRAWINGS Sectional drawing which shows the rim made from the light alloy for two-wheel vehicles by one Embodiment of this invention. 他の実施の形態による二輪自動車用軽合金製リムを示す断面図。Sectional drawing which shows the rim made from light alloys for two-wheel vehicles by another embodiment. 従来の技術による二輪自動車用軽合金製リムを用いたワイヤスポークホイールを示す断面図。Sectional drawing which shows the wire spoke wheel using the rim made of the light alloy for two-wheel vehicles by a prior art. リムへのタイヤを装着する手順を示す図。The figure which shows the procedure which attaches a tire to a rim. 従来の技術による二輪自動車用軽合金製リムの断面図。FIG. 4 is a cross-sectional view of a light alloy rim for a motorcycle according to the related art.
　以下、図面に沿って本発明の実施の形態について説明する。二輪自動車用軽合金製リム１１は、図１に示すように、中実のアルミ合金製型材から形成され、両側に起立したフランジ部１２と、該フランジ部の基部から幅方向内側へ略平坦（水平）に延びるビードシート部１３と、該リムの幅方向中部分においてリム内径方向に凹んだウェル部１５とを有する。なお、ウェル部１５とは、タイヤ側の面のことをいう。そして、図３に示すリムと同様に、ウェル部１５とハブ（図示せず）との間に、多数のスポークをニップルで張設し、上記ビードシート部１３にタイヤを装着して、モトクロス等の競技用バイクのワイヤスポークホイールが形成される。また、上記リム１１に、図４に示すものと同様な手順にてタイヤに装着される。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the light alloy rim 11 for a two-wheeled vehicle is formed from a solid aluminum alloy mold, and has flange portions 12 erected on both sides and a substantially flat width inward from the base of the flange portion. The rim has a bead seat portion 13 extending in the horizontal direction and a well portion 15 recessed in the rim inner diameter direction in a middle portion of the rim in the width direction. In addition, the well portion 15 refers to a surface on the tire side. Then, similarly to the rim shown in FIG. 3, a number of spokes are stretched with nipples between the well portion 15 and a hub (not shown), a tire is mounted on the bead seat portion 13, and a motocross or the like is mounted. The wire spoke wheel of the competitive motorcycle is formed. Further, the rim 11 is mounted on the tire in the same procedure as that shown in FIG.
　上記ビードシート部１３とウェル部１５との間には段差部１６が設けられている。段差部１６は、略平坦（水平）面からなるビードシート部１３の幅方向内側端ｅに連結する小径の第１のアール面Ｒ２と、該アール面の端とウェル部１５の幅方向外側端ｆとを連結する小径の第２のアール面Ｒ３とからなり、ビードシート部１３の終端ｅとウェル部１５の開始端ｆとの間に比較的大きな落差ｄを有する。上記ウェル部１５は、上記両段差部１６，１６の落差内径側点ｆ，ｆを連結する円弧面Ｒ４からなり、該円弧面Ｒ４は、上記両段差部の落差ｄにより急深となる関係で、ウェル部１５の所望深さＨを得るために、従来のウェル部に比して半径の大きな滑らかな円弧面からなる。 段 A step 16 is provided between the bead seat 13 and the well 15. The step portion 16 has a small radius first radius surface R2 connected to the width direction inner end e of the bead seat portion 13 formed of a substantially flat (horizontal) surface, and an edge of the radius surface and a width direction outer edge of the well portion 15. f and a second radius surface R3 having a small diameter, and has a relatively large drop d between the terminal end e of the bead seat portion 13 and the start end f of the well portion 15. The well portion 15 is formed by an arc surface R4 connecting the inside diameter side points f, f of the two step portions 16, 16, and the arc surface R4 becomes deeper due to the drop d of the both step portions. In order to obtain the desired depth H of the well portion 15, the well portion 15 has a smooth circular arc surface having a larger radius than that of the conventional well portion.
　ウェル部１５の内径側面１５ａは、上記ウェル部１５の円弧面Ｒ４の中心Ｏ２に対して略肉厚分中心Ｏ３を下方に位置する円弧面Ｒ５からなる。なお、ウェル部１５の内径側面１５ａは、ハブ側の面のことをいい、円弧面に限らず、楕円面等を含む湾曲面であればよい。ウェル部１５の円弧面Ｒ４と内径側面１５ａの円弧面Ｒ５は、同じ半径（Ｒ４＝Ｒ５）からなる。従って、リム１１のウェル部１５部分の肉厚ｇは、比較的薄い一定厚さからなる。なお、ウェル部は円弧面Ｒ４と内径側面の円弧面Ｒ５とは、同じ半径でなくともよく、例えば幅方向中心部が肉厚となるように（Ｒ５＜Ｒ４）変えてもよい。上記ビードシート部１３の内径側面１７は、フランジ部１２の内径側隅部１９の幅方向内側端ｈからの垂直線Ｐより外側に位置する中心Ｏ４を半径とした滑らかな円弧面Ｒ６からなり、該円弧面Ｒ６は、例えば上記ウェル部１５の円弧面Ｒ４より小さい半径からなる。該円弧面Ｒ６は、フランジ部１２の外側面におけるアール面Ｒ７からなる内径側隅部１９の幅方向内側端ｈと上記ウェル部内径側面１５ａの円弧面Ｒ５の幅方向外側端ｉとを連結し、該円弧面Ｒ６の全長のすべての接線ｊが幅方向中央に向けてリム内径方向に傾斜する傾斜面からなる。 内径 The inner diameter side surface 15a of the well portion 15 is formed of an arc surface R5 located substantially below the center O3 of the thickness R4 with respect to the center O2 of the arc surface R4 of the well portion 15. Note that the inner diameter side surface 15a of the well portion 15 refers to a surface on the hub side, and is not limited to an arc surface but may be a curved surface including an elliptical surface or the like. The arc surface R4 of the well portion 15 and the arc surface R5 of the inner diameter side surface 15a have the same radius (R4 = R5). Therefore, the thickness g of the well portion 15 of the rim 11 is relatively thin and constant. In the well portion, the radius of the arc surface R4 and the radius of the arc surface R5 on the inner diameter side may not be the same, and may be changed, for example, so that the center portion in the width direction becomes thicker (R5 <R4). The inner diameter side surface 17 of the bead seat portion 13 is formed of a smooth circular arc surface R6 having a center O4 located outside the vertical line P from the widthwise inner end h of the inner diameter side corner portion 19 of the flange portion 12 as a radius, The arc surface R6 has, for example, a smaller radius than the arc surface R4 of the well portion 15. The arc surface R6 connects the width direction inner end h of the inner diameter side corner portion 19 formed of the radius surface R7 on the outer surface of the flange portion 12 and the width direction outer end i of the arc surface R5 of the well portion inner diameter side surface 15a. All the tangents j of the entire length of the arc surface R6 are inclined surfaces inclined in the rim inner diameter direction toward the center in the width direction.
　上記ビードシート部１３とビードシート部内径側面１７との間ｋは、上記段差部１６及び該ビードシート部内径側面１７が滑らかな円弧面Ｒ６からなる関係で、幅方向内側に向って徐々に肉厚となり、図５に示すようなフランジ部１２に作用する荷重に対して強い構造からなる。なお、図５は、試験のためにフランジ部頂部に荷重を作用したが、実際のオートバイ走行にあっては、ビードシート部１３へのタイヤビードからの荷重、スポークを介してウェル部１５に作用する車両荷重等、リム１１に総合的に作用するが、ビードシート部１３は、応力が集中しやすい箇所であり、該部分を幅方向内側に向って漸増する肉厚構造ｋとすることは、リムの剛性上極めて有利である。 The distance k between the bead seat portion 13 and the inner side surface 17 of the bead seat portion is such that the step portion 16 and the inner side surface 17 of the bead seat portion are formed of a smooth arcuate surface R6, and the thickness gradually increases toward the inside in the width direction. It has a structure that is strong against a load acting on the flange portion 12 as shown in FIG. In FIG. 5, a load was applied to the top of the flange portion for the test, but in actual motorcycle running, the load from the tire bead on the bead seat portion 13 was applied to the well portion 15 via the spokes. However, the bead seat portion 13 is a place where stress tends to concentrate, and the bead seat portion 13 has a thick structure k that gradually increases toward the inside in the width direction. This is extremely advantageous in terms of rim rigidity.
　上記段差部１６が２個のアール面Ｒ２，Ｒ３を有するので、該段差部での立上り角が大きく、フランジ部の剛性が高くなり、最大主応力も低下する。また、ウェル部１５の円弧面も大きくなり、ウェル部底部に発生する応力集中は緩和される。最大応力値が低下することで、変形量も小さくなり、フランジ部１２の剛性が高くなり、リムの軽量化が可能となる。 (4) Since the step 16 has the two round surfaces R2 and R3, the rising angle at the step is large, the rigidity of the flange is increased, and the maximum principal stress is reduced. In addition, the arc surface of the well 15 is also increased, and the concentration of stress generated at the bottom of the well is reduced. When the maximum stress value decreases, the deformation amount also decreases, the rigidity of the flange portion 12 increases, and the rim can be reduced in weight.
　上記段差部１６の第１のアール面Ｒ２の頂部での肉厚ｐと第２のアール面Ｒ３の凹部での肉厚ｑとの比（ｐ／ｑ）が１．２～２．０の範囲に設定される。これにより、リムの剛性を所定値に維持した状態で、最大限のリムの軽量化が可能となる。 The ratio (p / q) of the thickness p at the top of the first round surface R2 of the step portion 16 to the thickness q at the concave portion of the second round surface R3 is in the range of 1.2 to 2.0. Is set to Thus, it is possible to reduce the weight of the rim as much as possible while maintaining the rigidity of the rim at a predetermined value.
　上記フランジ部１２は、タイヤビードの外側面に接する幅方向内側面１２ａは、ビードシート部１３に対して直角に立上がる垂直面からなり、その幅方向外側面１２ｂは、上記内側面１２ａと略平行に立上がる。該フランジ部１２の内側面１２ａに対する外側面の開き角度θ２が０～５度で、該フランジ部１２は、略一定の肉厚ｍで略垂直に立上がり、比較的薄肉で上記荷重に対して高い強度を有する。上記開き角度θ２は、０～１０度の範囲であれば、リム１１の剛性は保持される。 The flange portion 12 has a width-direction inner surface 12a in contact with the outer surface of the tire bead, and a vertical surface rising at right angles to the bead seat portion 13. The width-direction outer surface 12b is substantially the same as the inner surface 12a. Stand up in parallel. When the opening angle θ2 of the outer surface with respect to the inner surface 12a of the flange portion 12 is 0 to 5 degrees, the flange portion 12 rises substantially vertically with a substantially constant thickness m, is relatively thin, and is high with respect to the load. Has strength. When the opening angle θ2 is in the range of 0 to 10 degrees, the rigidity of the rim 11 is maintained.
　上記フランジ部１２の高さＧは、上述したリム１１の高い剛性により、オートバイのジャンプに際する着地等により上述した大きな荷重が作用しても、図５の鎖線で示すように開き変形に対して高い応力（抗力）がある。これにより、上記フランジ部１２の小さな開き角度θ２（０～１０°）、ビードシート部内径側面１７による漸増肉厚ｋ及び半径の大きい滑らかなウェル部１５等が相俟って、フランジ部１２の高さＧを、従来より低くすることが可能となる。例えばフランジ部高さ寸法Ｇは、リムの呼び幅が、１．６０［ｉｎｃｈ］の場合、従来リムでは１２［ｍｍ］のものを１０．０［ｍｍ］又は１０．５［ｍｍ］とし、１．８５、２．１５及び２．５０［ｉｎｃｈ］の場合、従来リムでは１４［ｍｍ］のものを１２．０［ｍｍ］又は１２．５［ｍｍ］とすることが可能となる。 Due to the high rigidity of the rim 11 described above, even if the above-mentioned large load is applied due to landing or the like at the time of jumping of the motorcycle, the height G of the flange portion 12 is not affected by the open deformation as shown by the chain line in FIG. High stress (drag). Thereby, the small opening angle θ2 (0 to 10 °) of the flange portion 12, the gradually increasing thickness k by the inner side surface 17 of the bead seat portion, the smooth well portion 15 having a large radius, and the like are combined to form the flange portion 12. Height G can be made lower than before. For example, when the nominal width of the rim is 1.60 [inch], the flange portion height dimension G is changed from 12 [mm] in the conventional rim to 10.0 [mm] or 10.5 [mm]. In the case of .85, 2.15 and 2.50 [inch], the conventional rim can be changed from 14 [mm] to 12.0 [mm] or 12.5 [mm].
　前記ウェル部１５は、段差部１６があるが、滑らかな（大きな半径の）円弧面Ｒ４からなり、ビードシート部１３からウェル部１５の底面までの深さＨが、従来のリム１より浅くなっている。例えば、該深さＨは、リムの呼び幅１．６０［ｉｎｃｈ］の場合、従来のリム１が８.０［ｍｍ］であるのに対し、本リム１１は、７．０［ｍｍ］又は６．５［ｍｍ］であり、リムの呼び幅１．８５、２．１５及び２．５０［ｉｎｃｈ］の場合、従来のリム１が９［ｍｍ］であるのに対し、本リム１１は、７．５［ｍｍ］又は８．０［ｍｍ］とすることが可能である。 The well portion 15 has a step portion 16 but has a smooth (large radius) arc surface R4, and the depth H from the bead seat portion 13 to the bottom surface of the well portion 15 is smaller than that of the conventional rim 1. ing. For example, when the nominal depth of the rim is 1.60 [inch], the conventional rim 1 has a depth of 8.0 [mm], while the rim 11 has a depth of 7.0 [mm] or When the nominal rim width is 6.5 [mm] and the nominal rim width is 1.85, 2.15 and 2.50 [inch], the conventional rim 1 is 9 [mm], whereas the present rim 11 is It can be 7.5 [mm] or 8.0 [mm].
　該ウェル部１５の深さＨが浅くなっても、上述したように、フランジ部１２の高さＧが低くなると、深さＨに対する高さＧの寸法比Ｇ／Ｈは、従来のリム１と略同等１．５～１．６となり、図４において前述した手順３におけるタイヤビード９ａの全周に亘るフランジ部への乗越えを、従来のものと同様に、むしろ後述するように容易に行うことができる。 Even if the depth H of the well portion 15 becomes shallow, as described above, when the height G of the flange portion 12 becomes smaller, the dimensional ratio G / H of the height G to the depth H becomes smaller than that of the conventional rim 1. It is approximately equivalent to 1.5 to 1.6, so that the tire bead 9a can easily go over the flange portion over the entire circumference in step 3 described above with reference to FIG. Can be.
　また、本リム１１は、フランジ部１２の高さＧを従来のリム１と同様にしてもよい。この場合、ウェル部１５の深さＨは、滑らかな円弧面Ｒ４からなり、浅いままなので、上記フランジ部高さＧと深さＨの寸法比Ｇ／Ｈは、１．６～２．５の範囲となる。この状態では、一般に、図４の手順３において、Ａ地点でタイヤビード９ａをウェル部１５に落し込んでも、該ウェル部１５の深さＨが浅いので、タイヤビード９ａがリムの中心Ｏ１から離れ、Ｂ地点でタイヤビードがフランジ部１２を乗り越えるのは、タイヤ９を径方向に拡げる必要がある。本リム１１は、ビードシート部１３の幅方向内側端ｅの直後に、落差ｄを有する段差部１６があり、図４のＡ地点でウェル部１５に受け入れられたタイヤビード９ａは、Ｂ地点において、急深となる段差部１６の落差ｄの近くにあり、タイヤ９を大きく傾けながら、タイヤビード９ａを、上記段差部近くのフランジ部１２から乗り越えて、両タイヤビード９ａ，９ａがウェル部１５に受け入れられる。このように、上記比Ｇ／Ｈが１．５～２．５の比較的大きな値であっても、リム１１にタイヤを装着することが可能となる。 本 Further, in the rim 11, the height G of the flange portion 12 may be the same as that of the conventional rim 1. In this case, since the depth H of the well portion 15 is formed of a smooth circular arc surface R4 and remains shallow, the dimensional ratio G / H between the flange height G and the depth H is 1.6 to 2.5. Range. In this state, generally, even if the tire bead 9a is dropped into the well portion 15 at the point A in the procedure 3 of FIG. 4, the depth H of the well portion 15 is small, so that the tire bead 9a moves away from the center O1 of the rim. In order for the tire bead to get over the flange portion 12 at the point B, it is necessary to expand the tire 9 in the radial direction. The rim 11 has a step portion 16 having a drop d immediately after the widthwise inner end e of the bead seat portion 13, and the tire bead 9a received by the well portion 15 at the point A in FIG. Is located near the drop d of the step portion 16 where the depth becomes steep, and while the tire 9 is largely tilted, the tire bead 9a is passed over the flange portion 12 near the step portion, and both tire beads 9a, 9a are in the well portion 15. Accepted to. As described above, even if the ratio G / H is a relatively large value of 1.5 to 2.5, the tire can be mounted on the rim 11.
　本リム１１は、引抜き又は押出し成形された中実で所定形状のアルミ合金製型材を所定長さに切断して、曲げ加工で円形に形成して、端面を溶接等により接合している。そして、溶接接合面を始めとして、リム１１の表面を研磨して仕上げる。該仕上げ工程において、リム１１の内径側面１５ａ，１７は、滑らかな円弧面Ｒ５，Ｒ６からなるので、容易、確実に研磨することができ、高い品質の軽合金製リム１１が得られる。このように、中実からなる型材により、本リム１１は、低コストで比較的容易に製造し得る。 The rim 11 is formed by cutting a solid aluminum alloy material having a predetermined shape, which has been drawn or extruded, into a predetermined length, formed into a circular shape by bending, and joined by welding or the like. Then, the surface of the rim 11 including the weld joint surface is polished and finished. In the finishing step, the inner diameter side surfaces 15a and 17 of the rim 11 are formed of the smooth circular arc surfaces R5 and R6, so that the rim 11 can be easily and reliably polished, and the high quality light alloy rim 11 can be obtained. As described above, the present rim 11 can be relatively easily manufactured at low cost by using a solid mold.
　本リム１１は、上述したように、フランジ部１２の立上り角θ２、ビードシート部内径側面１７の滑らかな円弧面Ｒ６による漸増する肉厚ｋの形状、滑らかな円弧面Ｒ４，Ｒ５によるウェル部１５及びウェル部内径側面１５ａにより、従来のリム１と同程度又はそれ以上の強度及び剛性を保持しつつ、上記浅いウェル部１５及びフランジ部１２の形状並びに剛性を確保された薄肉化により、比較的大きな量（例えば５０ｇ）の軽量化が可能となる。また、フランジ部１２の高さＧを低くすると、更なる軽量化が図れる。 As described above, the rim 11 has a rising angle θ2 of the flange portion 12, a gradually increasing wall thickness k formed by the smooth arc surface R6 of the bead seat inner diameter side surface 17, and a well portion 15 formed by the smooth arc surfaces R4 and R5. And the well portion inner diameter side surface 15a, while maintaining the same strength and rigidity as or more than that of the conventional rim 1, and making the shape and rigidity of the shallow well portion 15 and the flange portion 12 thinner, thereby relatively reducing the thickness. A large amount (for example, 50 g) can be reduced in weight. Further, when the height G of the flange portion 12 is reduced, further weight reduction can be achieved.
　上述した実施の形態は、ウェル部１５、ウェル部内径側面１５ａ、ビードシート部内径側面１７を円弧面Ｒ４，Ｒ５，Ｒ６で形成したが、これに限らず、滑らかな湾曲面等の他の形状でもよい。 In the above-described embodiment, the well portion 15, the well portion inner diameter side surface 15a, and the bead seat portion inner diameter side surface 17 are formed by the arcuate surfaces R4, R5, and R6. May be.
　図２は、一部変更した実施の形態を示す。本実施の形態は、ビードシート部内径側面を変更したもので、先の実施の形態と同じ部分は、同一符号を付して説明を省略する。本二輪自動車用軽合金製リム１１’は、ビードシート部１３の内径側面１７’が直線面Ｓからなる。該直線面Ｓは、フランジ部１２の外面内径側隅部１９のアール面Ｒ７の端ｈとウェル部内径側面１５ａの円弧面Ｒ５の端面ｉとを連結し、全長に亘って幅方向中央に向って内径側に傾斜する所定勾配ａからなる。 FIG. 2 shows a partially modified embodiment. In the present embodiment, the inner side surface of the bead seat portion is changed, and the same portions as those in the previous embodiment are denoted by the same reference numerals and description thereof is omitted. In the light alloy rim 11 ′ for a two-wheeled motor vehicle, the inner diameter side surface 17 ′ of the bead seat portion 13 has a straight surface S. The straight surface S connects the end h of the round surface R7 of the outer surface inner diameter side corner 19 of the flange portion 12 and the end surface i of the arc surface R5 of the well inner diameter side surface 15a, and faces the center in the width direction over the entire length. And a predetermined gradient a inclined toward the inner diameter side.
　以上説明したように、本軽合金製リム１１，１１’は、二輪自動車、特にモトクロス等競技用オートバイの前輪又は後輪に適用される。リム１１は、ばね下重量の一部を構成し、該ばね下重量の軽量化は、車両本体の軽量化に比して４～１５倍の影響があり、前後輪で１００［ｇ］程度の軽量化であっても、競技用オートバイにあって大きな効果を奏する。また、リムの軽量化に伴い、サスペンションも性能が向上し、路面追従及び乗り心地等の性能もよくなる。 As described above, the light alloy rims 11 and 11 'are applied to a front wheel or a rear wheel of a motorcycle for competition such as a motocross motorcycle. The rim 11 constitutes a part of the unsprung weight, and the reduction in the unsprung weight has an effect of 4 to 15 times as much as the reduction in the weight of the vehicle body. Even if it is lightweight, it has a great effect on a racing motorcycle. In addition, as the rim becomes lighter, the performance of the suspension also improves, and the performance such as road following and riding comfort also improves.
　オフロードを走る二輪自動車では、泥土がリム１１，１１’の内径側面に付着し、遠心力により強固に張付くことがある。本リム１１，１１’は、ビードシート部内径側面１７，１７’が全長に亘って外側に向って外径方向に傾斜しているので、泥土は、遠心力により上記傾斜している内径側面１７，１７’に沿って外側方向に飛散され、へばりつくことがない。これにより、ビードシート部内径側面に泥土が張付き、泥土による重量増及び偏荷重によるリム性能の低下を低減できる。 In a two-wheeled vehicle that runs off-road, mud may adhere to the inner side surfaces of the rims 11 and 11 'and may be firmly attached by centrifugal force. In the rims 11 and 11 ', the bead seat portion inner diameter side surfaces 17 and 17' are inclined in the outer diameter direction toward the outside over the entire length. , 17 'are scattered outwardly without clinging. As a result, the mud sticks to the inner side surface of the bead seat portion, and it is possible to reduce an increase in weight due to the mud and a decrease in rim performance due to an uneven load.
　本発明は、二輪自動車用軽合金製リムに用いて好適である。 The present invention is suitable for use in light alloy rims for motorcycles.
　本発明は上記実施の形態に制限されるものではなく、本発明の精神及び範囲から離脱することなく、様々な変更及び変形が可能である。従って、本発明の範囲を公にするために、以下の請求項を添付する。 The present invention is not limited to the above embodiment, and various changes and modifications can be made without departing from the spirit and scope of the present invention. Therefore, to make the scope of the present invention public, the following claims are appended.
　１１，１１’　　　軽合金製リム
　１２　　　フランジ部
　１２ａ　　　内側面
　１２ｂ　　　外側面
　１３　　　ビードシート部
　１５　　　ウェル部
　１５ａ　　　ウェル部内径側面
　１６　　　段差部
　１７，１７’　　　ビードシート部内径側面
　１９　　　内径側隅部
　Ｒ２　　　第１のアール面
　Ｒ３　　　第２のアール面
　Ｒ４　　　ウェル部円弧面
　Ｒ５　　　ウェル部内径側面円弧部
　Ｒ６　　　ビードシート部内径側面湾曲面（円弧面）
　　Ｇ　　　フランジ高さ
　　Ｈ　　　ウェル部深さ
　　ｄ　　　落差
　　Ｐ　　　垂直線 11, 11 'Light alloy rim 12 Flange portion 12a Inner surface 12b Outer surface 13 Bead seat portion 15 Well portion 15a Well inner diameter side surface 16 Stepped portion 17, 17' Bead seat inner diameter side surface 19 Inner diameter side corner portion R2 First Round surface R3 Second round surface R4 Well part arc surface R5 Well part inner diameter side arc part R6 Bead seat part inner diameter side curved surface (arc surface)
G Flange height H Well depth d Drop P Vertical line

Claims (6)

  1. 　中実の型材にて形成され、両側に起立したフランジ部、該フランジ部の基部から幅方向内側へ略平坦に延びるビードシート部及び幅方向中部分においてリムの内径方向に凹んだウェル部を有する二輪自動車用軽合金製リムにおいて、
    　前記ビードシート部と前記ウェル部との間に、前記ビードシート部の幅方向内側端と前記ウェル部の幅方向外側端との間に段差部を設け、
    　前記段差部は、前記ビードシート部に接続する第１のアール面と、前記ウェル部に接続する第２のアール面とを有し、
    　前記ウェル部は、所定半径の円弧面からなり、
    　前記ウェル部の内径側面は、湾曲面からなり、
    　前記ビードシート部の内径側面は、前記フランジ部の幅方向外側の内径側隅部と前記ウェル部内径側面とを連結する滑らかな湾曲面からなり、該湾曲面は、その全長において接線が幅方向中央側に向って内径方向に傾斜してなる、
    　二輪自動車用軽合金製リム。     It is formed of a solid mold and has a flange portion standing on both sides, a bead seat portion extending substantially flat inward in the width direction from the base of the flange portion, and a well portion recessed in the inner diameter direction of the rim at a middle portion in the width direction. In light alloy rims for motorcycles,
    Between the bead seat portion and the well portion, a step portion is provided between a width direction inner end of the bead seat portion and a width direction outer end of the well portion,
    The step portion has a first radius surface connected to the bead seat portion, and a second radius surface connected to the well portion,
    The well portion is formed of an arc surface having a predetermined radius,
    The inner diameter side surface of the well portion is formed of a curved surface,
    The inner diameter side surface of the bead seat portion is formed of a smooth curved surface connecting the inner diameter side corner portion of the flange portion on the outer side in the width direction and the inner diameter side surface of the well portion. Inclined in the radial direction toward the center,
    Light alloy rim for motorcycles.
  2. 　中実の型材にて形成され、両側に起立したフランジ部、該フランジ部の基部から幅方向内側へ略平坦に延びるビードシート部及び幅方向中部分においてリムの内径方向に凹んだウェル部を有する二輪自動車用軽合金製リムにおいて、
    　前記ビードシート部と前記ウェル部との間に、前記ビードシート部の幅方向内側端と前記ウェル部の幅方向外側端との間に段差部を設け、
    　前記段差部は、前記ビードシート部に接続する第１のアール面と、前記ウェル部に接続する第２のアール面とを有し、
    　前記ウェル部は、所定半径の円弧面からなり、
    　前記ウェル部の内径側面は、湾曲面からなり、
    　前記ビードシート部の内径側面は、前記フランジ部の幅方向外側の内径側隅部と前記ウェル部内径側面とを連結する直線面からなり、該直線面は、その全長において幅方向中央側に向って内径方向に傾斜してなる、
    　二輪自動車用軽合金製リム。     It is formed of a solid mold and has a flange portion standing on both sides, a bead seat portion extending substantially flat inward in the width direction from the base of the flange portion, and a well portion recessed in the inner diameter direction of the rim at a middle portion in the width direction. In light alloy rims for motorcycles,
    Between the bead seat portion and the well portion, a step portion is provided between a width direction inner end of the bead seat portion and a width direction outer end of the well portion,
    The step portion has a first radius surface connected to the bead seat portion, and a second radius surface connected to the well portion,
    The well portion is formed of an arc surface having a predetermined radius,
    The inner diameter side surface of the well portion is formed of a curved surface,
    The inner diameter side surface of the bead seat portion is formed of a linear surface connecting the inner diameter side corner portion of the flange portion on the outer side in the width direction and the inner diameter side surface of the well portion, and the straight surface faces the center in the width direction over the entire length. Is inclined in the inner diameter direction,
    Light alloy rim for motorcycles.
  3. 　前記ビードシート部内径側面の湾曲面は、前記内径側隅部の幅方向内側端からの垂直線より外側に中心を位置し、前記ウェル部の円弧面の所定半径より小さい半径の円弧面からなる、
    　請求項１記載の二輪自動車用軽合金製リム。     The curved surface of the inner diameter side surface of the bead seat portion is located outside the vertical line from the widthwise inner end of the inner diameter side corner, and has an arc surface having a radius smaller than a predetermined radius of the arc surface of the well portion. ,
    The rim made of a light alloy for a motorcycle according to claim 1.
  4. 　前記段差部の前記第１のアール面頂部での肉厚をｐ、前記第２のアール面凹部での肉厚をｑとすると、両肉厚の比［ｐ／ｑ］が、１．２～２．０である、
    　請求項１ないし３のいずれか１項記載の二輪自動車用軽合金製リム。     Assuming that the thickness of the step portion at the top of the first round surface is p and the thickness of the second round surface concave portion is q, the ratio [p / q] of both the thicknesses is 1.2 to 1.2. 2.0,
    The rim made of a light alloy for a motorcycle according to any one of claims 1 to 3.
  5. 　前記フランジ部は、その幅方向外側面が、垂直面からなる幅方向内側面に対して０～１０度で起立してなる、
    　請求項１ないし４のいずれか１項記載の二輪自動車用軽合金製リム。     The flange portion has an outer surface in the width direction standing at an angle of 0 to 10 degrees with respect to an inner surface in the width direction formed of a vertical surface.
    The rim made of a light alloy for a two-wheeled vehicle according to any one of claims 1 to 4.
  6. 　前記フランジ部の前記ビードシート部からの高さをＧ、前記ウェル部の前記ビードシート部からの深さをＨとし、
    　前記フランジ部高さＧと前記ウェル部深さＨとの寸法比Ｇ／Ｈが、１．６～２．５である、
    　請求項１ないし５のいずれか１項記載の二輪自動車用軽合金製リム。     G is the height of the flange portion from the bead seat portion, H is the depth of the well portion from the bead seat portion,
    A dimensional ratio G / H between the flange height G and the well depth H is 1.6 to 2.5;
    The rim made of a light alloy for a two-wheeled vehicle according to any one of claims 1 to 5.
PCT/JP2019/033753 2018-09-26 2019-08-28 Light-alloy rim for two-wheeled motor vehicle WO2020066446A1 (en)

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JP2018181014A JP2020050115A (en) 2018-09-26 2018-09-26 Light alloy rim for two-wheeled vehicle
JP2018-181014 2018-09-26

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1166025B (en) * 1960-11-24 1964-03-19 Weinmann & Co K G Light alloy wheel with inlay made of harder metal for bicycles, mopeds and other vehicles
JPS5348073A (en) * 1977-09-22 1978-05-01 Daiei Kogyo Co Ltd Method of fabricating rims made of light alloy
JP2006306123A (en) * 2005-04-26 2006-11-09 Okiso:Kk Rim made of light alloy for spoked wheel
EP1892123A2 (en) * 2006-08-24 2008-02-27 Bayerische Motoren Werke Aktiengesellschaft Tubeless spoked wheel for two-wheeled vehicles, in particular for motor cycles

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1166025B (en) * 1960-11-24 1964-03-19 Weinmann & Co K G Light alloy wheel with inlay made of harder metal for bicycles, mopeds and other vehicles
JPS5348073A (en) * 1977-09-22 1978-05-01 Daiei Kogyo Co Ltd Method of fabricating rims made of light alloy
JP2006306123A (en) * 2005-04-26 2006-11-09 Okiso:Kk Rim made of light alloy for spoked wheel
EP1892123A2 (en) * 2006-08-24 2008-02-27 Bayerische Motoren Werke Aktiengesellschaft Tubeless spoked wheel for two-wheeled vehicles, in particular for motor cycles

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